Engine propelled water ski



Jan. 12, 1965 v s vE s ETAL 3,165,087

ENGINE PROPELLED WATER SKI Filed Feb. 9, 1961 2 Sheets-Sheet 1 MACK E: firm 5N5 E0652 1?. MONK jVoeMn/v I4: SLICK 1N VENTORS.

M i/em/ Jan. 12, 1965 M. E. STEVENS ETAL 3,165,087

ENGINE PROPELLED WATER SKI Filed Feb. 9, 1961 2 Sheets-Sheet 2 MACK E: STEVE-Ms ROGER AL MONK Men/mu W 62 xx INVENTORS.

I w 52M 107' raQA/Eys.

United States Patent Calif.; and Norman W. Siick, 1349 W. 135th St.,

Gardenia, Qalif.

Filed Feb. 9, 1951, Ser. No. 83,120 2 Claims. (Cl. its-7%) This invention relates to water vehicles and more particularly to an engine-driven water vehicle that is in the form of a Water ski.

The increasing interest in salt and fresh water boats has, in effect, created a demand for smaller and faster boats that are more economical to purchase and to transport about and yet provide the excitement and interest that are obtained with relatively expensive, high-powered or high-speed boats. A desire to obtain a high speed racing boat or the like, made it necessary to obtain a relatively expensive hydroplane or runabout hull and also obtain a relatively expensive high speed inboard or outboard motor. Eventhose boats that were used primarily for pleasure and considered moderately priced were, in actuality, relatively expensive. Besides the initial cost of purchasing the boat, it was very often necessary to purchase a relatively expensive trailer for transporting the boat over land.

Additionally, water-skiing has created an ever increasing number of devotees, but Water-skiing is materially restricted due to one major disadvantage. A reasonably powerful and high speed boat is required in order that the skier may be pulled about. This pulling the skier about also. demands a reasonable amount of physical and muscular stamina which many individuals do not have or do not want to acquire for economic reasons as well as other. However, followers of water skiing thoroughly enjoy the thrills and excitement of high speed travel over the water. They also enjoy the satisfaction of being able to accurately and precisely maneuver turns and the like at high speeds by the mere slight shifting of their weight. Obviously a pair of water skis or a single water ski without a boat is worthless and a boat is economically not available to most people.

It is an object of this invention to provide a water vehicle in the form of an engine or motor driven water ski that has mounted thereon an engine and engine driven propeller.

A further object of this invention is to provide a water vehicle that combines therein the characteristics of engine propelled water skis and a boat.

Another object of this invention is to provide a device of the character described having a relatively rigid and stable cellular plastic hull and having on the underside of the hull a pair of directional control surfaces that are caused to function in a'manner to change the direction of movement of the water ski through the water by the shifting of the weight of the passenger or passengers riding thereon.

Another object of this invention is to provide in a device of the character described a common linkage system for substantially simultaneously actuating the engine and propeller.

A yet further object of this invention is to provide in a device of the character described a motor cover that defines an air reservoir into which air is admitted and stored during normal operation of the engine and can be drawn upon in the event the operator becomes dislodged from the boat to permit the engine to continue operating.

A still further object of this invention is to provide in a water vehicle or Water ski a clutch actuated engine driven propeller, a common linkage system for actuating said clutch simultaneously with the actuating and opening of an air access port to admit air to the engine.

Another object of this invention is to provide in a device of the character described a linkage system that is common to the engine throttle, an air access port closure in the engine cover, and a clutch for engaging and disengaging an engine driven propeller with the engine.

A further object of this invention is to provide an engine driven water vehicle or water ski that is relatively light in weight, readily transported over land, is economical to fabricate, and is subject to mass production techniques.

Briefly, the invention comprises an engine driven water ski or boat that has an engine and'engine driven propeller mounted on the stern thereof. Between the propeller and engine is a cam actuated clutch that engages or disengages the propeller with the engine. An engine cover is provided that defines an air reservoir into which air is admitted. A common linkage system actuates an engine throttle, the propeller clutch, and makes available air to the air reservoir. On the underside of the bow or bottom of the hull, are directional control surfaces that are caused to function by the shifting of weight of the rider or riders on the water ski.

Further objects and advantages of this invention will appear during the course of the following part of this specification, wherein the details of construction and mode of operation of a preferred embodiment are described with reference to the accompanying drawings, in which:

FIGURE 1 is a side elevational view illustrating and having embodied therein the present invention and showing the side configuration of the water ski.

FIGURE 2 is a plan elevational view illustrating the plan configuration of the hull and the relationship of the engine.

FIGURE 3 is a front end elevational view illustrating the directional control surfaces that are on the underside ofthe bow and showing the configuration of the water ski .as viewed looking toward the bow.

FIGURE 4 is an enlarged, fragmentary cross-sectional view taken on line 4-4 of FIGURE 1.

FIGURE 5 is an enlarged fragmentary, cross-sectional view taken on line 55 of FIGURE 4.

FIGURE 6 is a fragmentary cross-sectional View illu trating another form of structure that will admit air to the engine and air reservoir.

FIGURE 7 is a fragmentary cross-sectional view taken on line 77 of FIGURE 6.

Referring to the drawings for a more detailed description of the invention, In broadly designates an elongated, relatively flat hull having a curved how 12 and a flat inclined stern 14. The bottom of the hull, adjacent the bow, is curved upwardly in a convex configuration while the deck of the hull adjacent the how has a moderate concave configuration or curve therein. On the bottom of the hull, on the port and starboard sides thereof, are direc tional control surfaces '16.

The hull is fabricated of a unicellular plastic foam material such as polystyrene, epoxy resin, polyurethane, polyethylene, or other suitable materials such as wood and the like. A resin or plastic impregnated fiberglass cloth covering 17, which is Water repellant and generally impervious, is preferably bonded to the outside of the hull to provide a lightweight and durable skin.

Suitable depressions or cavities are provided in the plastic foam bull in order to accommodate, as an example, a fuel tank 13 having integral therewith a fuel filler tube 24) which extends upwardly from the fuel tank and is exposed on the deck of the hull 14 intermediate the ends of the bow and stern as illustrated in FlGURES 1 to 4, inclusive.

Afiixed or adhesively bonded to the deck 22 of the hull, and adjacent the concave surface of the bow is a U-shaped bracket 24. Pivotaliy attached to the bracket 24 is an upstanding rod or stanchion 26.

Also affixed or adhesively bonded to the deck 22 of the hull forward of bracket 24, and adjacent the port and starboard side of the hull, are U-shaped brackets 28. The extreme free ends of the legs of a U-shaped handle 3% are pivotally attached to brackets 28 in the manner illustrated in FIGURES l to 3, inclusive. Intermediate the ends of the legs of U-shaped member 3t? is a stabilizing bar 32 that increases the rigidity and strength of the U- shaped member 30. Also bar 32 has intermediate the ends thereof a pair of cars 34. Stanchion 26 has a plurality of openings 36 therethrough and each car 34 has an opening therein, each of the said openings 36 selectively receiving a pin 38 that extends through the openings in the ears 34 and one of the openings 36 in the stanchion. By this means the handle 3%!) may be raised or lowered by the proper selection of opening 36 through which the pin 38 may be inserted. Also, due to the fact that the stanchion 26 pivots with respect to bracket 24 and handle pivots with respect to brackets 28, the handle, as well as the stanchion 26, may be raised and lowered in order that a passenger may stand on the deck 22 or sit on the engine cover 40 having a cushion 42 thereon.

The engine cover 40, fabricated of fiberglass or other equally applicable material, is affixed or adhesively bonded to the deck 22 adjacent the stern 14 and located midway between the port and starboard sides of the hull. A water tight seal is provided between the deck 22 and the engine cover 4% in order that there be a water-free air reservoir 42 in which the engine, broadly designated 44, is located. A fuel line or tube 45 extends from the fuel tank 18 to the engine 44.

In the event that water does enter reservoir 42 a conventional automatic bailing provision is associated with the engine, the bailing provision being an opening 43 in the engine into which water from reservoir 42 passes. pump within the engine discharges this water externally of the ski.

The engine has a conventional starter flywheelid associated therewith and about which is wrapped or threaded a starter line or. cable 43. The cable 43 extends through an opening in the cover 40 and has on the extreme free end thereof a handle 54 A resilient ball 52 is fastened to the cable 48 adjacent the handle thereof and has for its purpose the sealing of the opening in the cover 4h. The engine 44 has an engine mounting flange 54 integral therewith which is fastened by bolts 56, or other applicable means, to a panel 58 which is firmly embedded in a depression formed in the hull 1%.

Depending from the engine 44 and extending through the bottom of the hull 10 is a drive shaft and gear housing 60; integral with the housing 60 and extending aft therefrom is a propeller weed guard 62. An engine exhaust line 64, in communication with the interor of drive shaft housing 60, extends outwardly of the bottom of the hull 1t? aft of the weed guard 62.

Fastened to the bottom of the hull 10 and aft of the open end of the exhaust tube 64 is a rubber exhaust tube guard 66 the free end of which extends over the open end of the exhaust tube 64 in such a manner as to prevent entrance of water into the exhaust tube when the engine is not in operation. In operation, exhaust gases force the rubber guard away from the open end of the exhaust tube 64 and when the engine is not in operation water pressure forces the rubber guard into a water seal engagement with the open end of exhaust tube 64.

Secured to the deck 22 is another U-shaped bracket 63 which has pivotally attached thereto an ear '70 that is integral with a foot actuated pedal 72. The foot actuated pedal 72 pivots about pivot shaft 74.

Pivotally connected to ear at 75 is a rod 76 that extends aft therefrom, through the engine cover and into the air reservoir 42. A resilient rubber bellows or accordion type water seal 77 is secured to the engine cover at and about shaft 76 in order that water ray be prevented from entering into air reservoir 42 through the opening provided for receiving shaft 7s.

That end of shaft 76 inside motor cover 4% is pivotally connected at '79 to a bell crank '78. The bell crank 78 is in turn pivotaliy mounted at 81 in a U -shaped box bracket 83 in the manner illustrated in FIGURE 5 of the drawtags.

A second elongated rod or shaft 82 is pivotally connected at 84 to hell crank 78. The shaft 82 is also pivotally connected at 85 to a link 88, the latter being firmly sgecured to the engine carburetor or throttle valve shaft It may be seen that when the foot pedal 72 is actuated, the throttle of the engine 44 is actuated through shaft 76, bell crank 78, shaft 82, link 88, and throttle shaft 90.

An air access port 92 is located in the engine cover 40 and associated therewith is a flap valve 94. Secured to the flap valve 94 and the bell crank 78 adjacent the point of pivot 84 is a spring 96 that also functions as a link between the bell crank and flap valve. When the bell crank '78 is in the solid line position illustrated in FIG- URE 5, the spring 9:; maintains and biases the flap valve 94 closed, and when the bell crank 78 approaches or is in the dotted line position, the spring moves the flap valve 94 to its open position.

Operation of the engine throttle also results in simultaneous operation or actuation of the flap valve 94.

The bell crank 78 has, substantially midway between the ends thereof, a projection 98 that is integral therewith. Projection engages the extreme free end of a link 16% that is pivoted at 162 to the U-shaped box bracket 89. Link 1% is engaged by a pin 161 that extends through a U-shaped bracket 163 that is on the upper end of an elongated shaft 104 that extends downwardly into the drive shaft and gear housing 60. A pair of tension springs 166 are disposed on each side of bracket 163 and secured to pin 161 and the motor flange 54. The force of the springs 196 tends to urge the shaft 104 toward the bottom of the housing 6%, but overcoming the force of springs 1% is a spring 1G7 that is connected to the bell crank 78 and engine 44.

The lower end lit? of shaft lit 4 is guided in its reciprocal path of travel by a guide depression 112 formed in drive shaft housing 69. Integral with shaft 104 and adjacent end 11! thereof is a shaft or pin actuating cam 114.

Extending from engine 44 down through drive shaft housing 60 is an elongated drive shaft 116 having secured thereto a bevel gear 118 that mates with a second bevel gear 129. Bevel gear 120 freely rotates about a partially hollow propeller shaft 122. Secured to bevel gear 129 are a pair of lugs 124 that are engaged by a clutch bar 126, the latter being axially slidable in a transverse slot that extends through the propeller shaft 122. Integral with the clutch bar 126 is a guide sleeve 127 that embraces the propeller shaft 122. Between the cam 114 and the clutch bar 126 is a pin 128 that is freely rotatable in the hollow end of shaft 122. The pin 128 is in continuous contact with end Hit of shaft 04 and bar 126. This continuous engagement is maintained by a compression spring 139 that bears against bar 126 and is seated in a pocket formed in propeller shaft 122. The cornb-ined forces of springs 13% and 1497 overcome the forces of springs 1% and urge the bell crank 78 and related structure to the solid line position when pedal 72 is inactivated. The propeller shaft has secured thereto a 3- bladed propeller 132.

Attention is directed to the fact that when the engine 44- is in operation, the drive shaft 116 and bevel gears 118 and 12%) are in continuous rotation, but due to the fact that the clutch comprising lugs 124 and bar 126 are not in engagement, the propeller 132 is not rotating. There- EB fore, it may be seen that when the pedal 72 is depressed in such a manner as to force the bell crank 78 into the dotted line position illustrated in FIGURE the force of the spring 107, urging the bell crank to the solid line position is overcome and the bell crank 78 releases the free end of link 1% to permit springs 1th? to move shaft 164 downwardly, which results in the cam engaging the pin 128 to force the clutch bar 126 into engagement with the lugs 124 to cause transference of the rotation of bevel gears 118 and 12b to the propeller shaft 122 and propeller 132. Attention is also directed to the fact that when propeller 132 is caused to rotate, the throttle of the engine 44 is actuated along with the opening of fiap valve 94. Each of these operations occurs substantially simultaneously and through the common linkage system described.

A spring loaded vacuum operated valve 13a is mounted in engine cover adjacent flap valve 94. In the event that flap valve 94 becomes inoperative for the reason that the foot pedal 72 is not actuated and air is not admitted into reservoir 4-2, the engine 44, which will continue operating at idle speed, will consume the air and a vacuum will develop in the reservoir. A vacuum in reservoir 42 will cause valve 134 to open to admit air thereinto to enable the engine 44 to continue to operate at idle speed. Engine 44 will continue to operate at idle speeds for a period of time on the normally reserve or excess quantity of air that is in the reservoir 42 even though iiap valve 94 is closed. Also, in the event that the water ski capsizes, dislodging the passenger, the engine will continue to operate at idle speeds for a period of time on the excess amount of air in the reservoir that is protected by the engine cover 49 which, in cooperation with the deck, provides a Water tight seal that prevents entrance of water into reservoir 42. Continuous operation of the engine 44, even though the water ski has capsized will normally enable the passenger to right the water ski, and climb back aboard.

The foot pedal 72 functions in much the same manner as a deadman throttle, i.e., when the passenger of the water ski is dislodged therefrom for one reason or another, the various spring actions described will return the bell crank to the solid line position which will result in disengaging the clutch bar 126 from the clutch lugs 124. This disengagement of the clutch will allow the boat to come to a stop in the water and enable the dislodged passenger to climb back aboard the boat.

Attention is directed to FIGURE 6 wherein is illustrated another form of the invention that is related to admitting air into reservoir 42. The engine cover dd which defines an air reservoir surrounding the engine 44 has secured to the aft side thereof a semi-cylindrical tube 142 of metal or fiberglass which has an open end 144 adjacent to but spaced from the deck 22. The upper end 146 of the semi-cylindrical tube is closed. Air is admitted into air reservoir 42 through a plurality of vent holes 148 that are in the aft wall of engine cover 49. The vent holes 148 communicate with the semi-cylindrical tube 142 and the air passes through the vent holes, tube, and out the open end 144 thereof into the reservoir 42. The combination of semi-cylindrical tube and communicating vent holes continuously provides air to the engine 44 under normal operating conditions. However, in the event that the water ski or boat completely capsizes, the engine and engine cover will be substantially submerged in the water. The hull 10, however, provides sufficient buoyancy that the open end 144 of the tube 142 is always above the water level. Therefore, it may be seen that although water will enter through vent holes 14$ and into the tube 142, the water will not overflow the open end 144.

The operation of the invention illustrated in the various figures, is as follows: The passenger operating the water ski starts the engine 44 by firmly pulling on starter line 48. The energized engine operates at idling speed and the drive shaft with the related mating bevel gears continuously rotates at this idling speed but connection be- 5 tween the motor and the propeller 132is not yet established. In order that the Water ski be propelled through the water, the passenger actuates the foot pedal 72 in such a manner as to overcome the force of springs 107 and 13d and move bell crank 78 through shaft 76 toward the dotted line position illustrated in FIGURE 5. The bell crank 78, as has been previously stated, releases link 10d and enables the springs 1% to urge rod 104 to the down position, which results in earn 114 actuating clutch plate 126 to mate with clutch lugs .124 to transfer the motion of bevel gears H8 and 120 to the propeller 132. Simultaneously with actuating propeller 132, the throttle shaft is caused to actuate the throttle through hell crank 78, rod 82 and throttle shaft link 88. Also simultaneously actuated through bell crank 75'; and spring 96 is flap valve M- which is opened to admit air into chamber 42.

It that form of the invention illustrated in FIGURE 6 is used, fiap valve 94 and vacuum operated valve 134 are not required for the reason that air is continuously .admitted into chamber 42 through the vent holes 148 in engine cover 4t) and through the semi-cylindrical tube 142.

While we have herein shown and described our invention in what is conceived to be the most practical and preferred embodiments, it is recognized that departures may be made therefrom within the scope of the invention, which is not to be limited to the details disclosed herein, but is to be accorded the full scope of the claims so as to embrace any and all equivalent devices.

We claim as our invention:

1. A Water vehicle comprising a hull; an engine and engine driven propeller mounted on said hull for propelling said vehicle through the water; an engine cover on and forming a water tight seal with said hull the engine cover providing an air reservoir for said engine; means on said cover for admitting engine required air into said reservoir; a clutch between said engine and propeller for engaging and disengaging said propeller with said engine; a throttle on said engine; and a common structure interconnected to said throttle, clutch, and means for substantially simultaneously actuating said throttle, clutch and means, said throttle being movable between a retarded position at which it admits only sufiicient fuel to the engine for the engine to idle and an advanced position at which it admits more fuel to the engine to cause increased engine speed, and said throttle being spring biased to its said retarded position, said clutch being disengaged at said idle position of the throttle and being engaged when the throttle is moved against said spring biasing from said retarded to said advanced position, and said means for admitting air being in a relatively constricted position at said idle position of the throttle and being in a relatively open position when the throttle is moved against said spring biasing from said retarded to said advanced position, whereby the propeller will only be driven by the engine when the throttle is in its advanced position and the means for admitting air will only be in its relatively open position when the throttle is in its advanced position, and if the throttle is inadvertently released by the vehicle operator the throttle will be re turned to its retarded position by the spring biasing and the engine will be automatically returned to its idle condition, the clutch will be automatically disengaged to stop propulsion of the vehicle, and the means for admitting air will be automatically moved to its said relatively constricted position.

2. A Water vehicle comprising a hull; an engine and engine driven propeller mounted on said hull for propelling said vehicle through the water; an engine cover on and forming a water tight seal with said hull the engine cover providing an air reservoir for said engine; means on said cover for admitting engine required air into said reservoir; a clutch between said engine and propeller for engaging and disengaging said propeller with said engine; a throttle on said engine; and a common structure inter- (I connected to said throttle, clutch, and means for substantially simultaneously actuating said. throttle, clutch and means; said structure including a clutch actuating cam and linkage system, said throttle being movable between a retarded position at which it admits only sufficient fuel to the engine for the engine to idle and an advanced position at which it admits more fuel to the engine to cause increased engine speed, and said throttle being spring biased to its said retarded position, said clutch being disengaged at said idle position of the throttle and being engaged when the throttle is moved against said spring biasing from said retarded to said advanced position, and said means for admitting air being in a relatively constricted position at said idle position of the throttle and being in a relatively open position when the throttle is moved against said spring biasing from said retarded to said advanced position, whereby the propeller will only be driven by the engine when the throttle is .in its advanced position and the means for admitting air will only be in its relatively open position when the throttle is in its advanced position, and if the throttle is inadvertently released by the vehicle operator the throttle will be returned to its retarded position by the spring biasing and the engine will be automatically returned to its idle condition, the clutch will be automatically disengaged to stop propulsion of the vehicle, and the means for admitting air will be automatically moved to its said relatively constricted position.

References Cited in the file of this patent UNITED STATES PATENTS 2,901,757 Remington Sept. 1, 1959 2,972,326 Simpson Feb. 21, 1961 FOREIGN PATENTS 106,330 Great Britain May 21, 1917 924,314 Germany Feb. 28, 1955 

1. A WATER VEHICLE COMPRISING A HULL; AN ENGINE AND ENGINE DRIVEN PROPELLER MOUNTED ON SAID HULL FOR PROPELLING SAID VEHICLE THROUGH THE WATER; AN ENGINE COVER ON AND FORMING A WATER TIGHT SEAL WITH SAID HULL THE ENGINE COVER PROVIDING AN AIR RESERVOIR FOR SAID ENGINE; MEANS ON SAID COVER FOR ADMITTING ENGINE REQUIRED AIR INTO SAID RESERVOIR; A CLUTCH BETWEEN SAID ENGINE AND PROPELLER FOR ENGAGING AND DISENGAGING SAID PROPELLER WITH SAID ENGINE; A THROTTLE ON SAID ENGINE; AND A COMMON STRUCTURE INTERCONNECTED TO SAID THROTTLE, CLUTCH, AND MEANS FOR SUBSTANTIALLY SIMULTANEOUSLY ACTUATING SAID THROTTLE, CLUTCH AND MEANS, SAID THROTTLE BEING MOVABLE BETWEEN A RETARDED POSITION AT WHICH IT ADMITS ONLY SUFFICIENT FUEL TO THE ENGINE FOR THE ENGINE TO IDLE AND AN ADVANCED POSITION AT WHICH IT ADMITS MORE FUEL TO THE ENGINE TO CAUSE INCREASED ENGINE SPEED, AND SAID THROTTLE BEING SPRING BIASED TO ITS SAID RETARDED POSITION, SAID CLUTCH BEING DISENGAGED AT SAID IDLE POSITION OF THE THROTTLE AND BEING ENGAGED WHEN THE THROTTLE IS MOVED AGAINST SAID SPRING BIASING FROM SAID RETARDED TO SAID ADVANCED POSITION, AND SAID MEANS FOR ADMITTING AIR BEING IN A RELATIVELY CONSTRICTED POSITION AT SAID IDLE POSITION OF THE THROTTLE AND BEING IN A RELATIVELY OPEN POSITION WHEN THE THROTTLE IS MOVED AGAINST SAID SPRING BIASING FROM SAID RETARDED TO SAID ADVANCED POSITION, WHEREBY THE PROPELLER WILL ONLY BE DRIVEN BY THE ENGINE WHEN THE THROTTLE IS IN ITS ADVANCED POSITION AND THE MEANS FOR ADMITTING AIR WILL ONLY BE IN ITS RELATIVELY OPEN POSITION WHEN THE THROTTLE IS IN ITS ADVANCED POSITION, AND IF THE THROTTLE IS INADVERTENTLY RELEASED BY THE VEHICLE OPERATOR THE THROTTLE WILL BE RETURNED TO ITS RETARDED POSITION BY THE SPRING BIASING AND THE ENGINE WILL BE AUTOMATICALLY RETURNED TO ITS IDLE CONDITION, THE CLUTCH WILL BE AUTOMATICALLY DISENGAGED TO STOP PROPULSION OF THE VEHICLE, AND THE MEANS FOR ADMITTING AIR WILL BE AUTOMATICALLY MOVED TO ITS SAID RELATIVELY CONSTRICTED POSITION. 